Internal-combustion motor.



5. JESSEN.-

iNTERNAL CUMBUSTION, MOTOR. APPLICATION FlLED MAR. 10| 194.

l. ESSEN.

fNTERN/u. omuslom MOTOR.

APPLICATION FLED MAH, l0. 1914.

9 SHEETS-SHED 2.

wwf/WUR.

J. ESSEN. INTERNAL comauslom Meme.

megeve? APPLICATION FILED MAR. l0. 1914.

Patented Feb. 11, 1919.

9 SHEETSeSHEET 3.I

MTA/5555 n.: Nen/us pms/1: zu.. Puamuma. msmwarmv. n. c.

1'. ESSEN.

INTERNAL (JOMBUSTISN MOTOR.

' APPLICATION FLED MAR. i914 1 SQf/-e @www Feb. 11, 1919.

9 SHEETS-SHEET 4.

i. l1IESSEN.

INTERNAL comeusxom MOTOR.

APPLICATION FILED MAR. I0. 1914.

atenf MIL IL i919.

9 SHZETS-SHEFI 5.

I. JESSEN.

INTERNAL COMBUSHON MOTOR.

APPLICATION FzLEDr.J.AR.1o.1914.

9 SHEETSwSHYEEI 6.

@muted Feb. 11, 1919.

J. JESSEN.

INTERNAL COMBUSHON MOTOR.

APPLICATION FLED MAR. 10| 19.14.

Patened Feb. 1i, 1919,

9 SHEETS-SHEET 7.

:0. P. :am uma, wurm- 1. HESSEN.

INTERNAL COMBUSTION VIOTUB` APPLICANON man MAR. lo, 1914.

Paeted Feb, 11, 19719.v

9 SHEETS-SHEET 84 I l r.

FFICE.

JAMES JnssnN, or MINNEAPOLIS, MINNESOTA.

INTERNAL-COMBUSTION MOTOR.

Specification of Letters Patent. Patentd Feb. 11,1919.,

Application led March 10, 1914. Serial No. 823,679.

To all whom t may concern.'

Be it known that I, JAMES JESSEN, citizen of the United States, residentof Minneapolis, Hennepin county, Minnesota, have invented certain newand useful Improvements in Internal-Combustion Motors, of which thefollowing is a specification.

My invention relates to an internal combustion motor of the lowcompression eXplosive type, and the object I have in view is to producea motor of this type in which complete combustion of the low grade andheavy fuel oils, as well as the lighter oils, will be fully attainedunder all operating conditions under variable load and variable speed.

Further objects are the design of a motor of the type described thatwill be quickly responsive to control under sudden changes of load whileusing either low or high grade fuels, that will be simple, light andcompact in construction andfor these reasons eminently adapted for motorcar and tractor service.

To these ends my invention consists generally in a .four stage processof gasication of the air and fuel for conibustion,- iirst, initialvaporization, second, Oxy-genation and aeration, third, rarecation byheating, and fourth, nal gasification and cornpression.

More specifically my invention consists in an initial fuel vaporizer andan oxygenating, charging pump, working in conjunction with a pressureand vacuum controlling valve, through which the fuel and air inpredetermined quantities are repeatedly forced by alternating vacuum andpressure conditions set up in a pump; the subsequent heating of thevapor in an annular retort, directly at the points of admission to themotor cylinder, its injection through a series of nozzles into fusionwith a body of air previously introduced into the motor cylinder, andfinal compression and ignition of the fused charge.

Further the invention consists in various constructions andcombinations, all as hereinafter described and particularly pointed outin the claims, taken in connection with the accompanying drawings, inwhich,

Figure l is a vertical longitudinal section of a motor embodying myinvention,

Fig. 2 is a horizontal section taken on the line a-.-a of Fig. 1,

Fig. 3 is a vertical transverse section on a larger scale, taken on theline g/-g/ of Fig. 1,

Fig. 4: is a similar section, taken on the line of Fig. 1,

Fig. 5 is a horizontal sectional view on the line 5 5 of Fig. 1,

Fig. 6 is a similar section on the line c-c of Fig. 1,

Fig. 7 is a similar section on the line alma? of Fig. 1,

Fig. 8 is a vertical section similar to Fig. 1 of a portion of the motorcylinder on a larger scale, taken on a slightly differentplane andshowing modied construction,

Fig. 8 is a detail taken on the line e of Fig. 8,

Fig. 9 shows a plan view of a modified construction of the controllingvalve,

Fig. 10 is a vertical section on the line e-c of. Fig. 9,

Fig. 11 is a horizontal transverse section on the line f-f of Fig. 10,

Fig. 12 is a similar section on the line g-g of Fig. 10,

Fig. 13 is a vertical section on the line L-, of Fig. 9,

Fig. 111 is a section on the line c-k of Fig. 12,

Fig. 15 is a detail of the valve with the casing broken away and lookingin the direction of the arrow in Fig. 12,

Fig. 16 is a detail of the initial vaporizer.

The invention is especially applicable to a motor working on the twostroke cycle, and a motor unit consisting of two motor cylinders and adouble acting pump. l

In the drawings, 2 represents the main crank case having crank shaftbearings 3, 4 and 5. The crank shaft 6 has two crank pins 7 and 8 set180 degrees apart relative to the center of rotation of Athe shaft 6.Motor cylinders 9 and 10, in which work the pistons 11 and 12, arearranged above the crank pins 7 and 8 and connecting rods 13 link thecrank pins and pistons together by means of the wrist pins 14. The uppersection of the cylinders 9 and 10 consist of separate heads 15 formingground joints with the lower sections at 16 and are secured to the lowersections by studs or bolts 17. The two lower sections 9 and 10 arepreferably cast integral with the horizontally arranged pump cylinder 18and are,

together with the heads 15, substantially identical in construction.Hence the description of one cylinder will apply equally to both, ashereinafter will appear.

As the pump is the primary acting element of the motor, a description ofit will precede that of the motor cylinders. A reference to Figs. 1, 2,3, 4 and 5 will show the construction and operation of this pump. 1nFigs. 2 and 4 the cylinder 18 is shown to be provided with a centralpartition '19, dividing the cylinder into two separate compartments 20and 21. Double acting pistons 22 and 23 ,are adapted to reciprocate inthe compartments 2O and 21 respectively, and are shown to'bye connectedtogether by a tube 24 and bolt 25. The pistons 22 and 23 are drivenbymeans of a link 26, that is connected to a rocker arm 27 `on a rockershaft- 28 and working in the air tight extension 29 of the cylindercompartment 20. The rocker shaft. 28 is mounted in bearings 30 and 3l inthe crank case and extends preferably to the forward end of the crankcase 2, where it is vintegrally connected to a depending arm 32 (seeFig. 3). An eccentric 34, that is arranged upon the crank shaft 6,operates the rocker shaft 28 through the strap 36, arm 32 and pin 36. 1prefer to divide the crank bearing 5 and interpose the eccentric 34 anda gear 37 in its middle portion in order to avoid overhang bearings.

To secure compactness and symmetry of design the pump cylinder andpistons are of considerably larger diameter than stroke, and the pistonsare Vshort and of light weight. The eccentric 34 is adjusted to thecrank shaft 6 so that when the motor pistons 11 and 12 are at the end oftheir stroke, the pump pistons are substantially in they center of theirstroke, as shown in Figs. 2 and 4. Gas intake ports 38 and air intakeports 39 are provided for the compartments. The gasin'take ports 38 havecommunications with a small vaporizer or fuel feeder 40 through a curvedpipe or manifold 41, made of small diameter to induce a high velocity ofthe passing air currents. The communication of the gas intake ports 38with the fuel feeder 40 is controlled and affected by the motor pistons11 and 12 by means of a lby-pass arranged in the pistons and adapted'toregister with the gas intake ports 38 and a port 43, both arranged inthe motor cylinders, and the port 43 being connected to the manifold 41.The air intake is preferably controlled in a similar manner by th motorpistons 11 and 12 by means of the ai intake ports 39 being connected tothe lowe section of the motor cylinder 9 and 1 through ports 44 as shownby dotted lines i Figs. 1 and 2. Air outlet ports 33 lead t ducts 35 andgas outlet ports 45, (Figs.

and 5) are provided for each compartmen drawn from the vaporizer 40 1n avaporized' condition, into theV cylinders 20 and 21. If the valve ports50 are sufficiently open, all or nearly all the vapor lpassing throughthe valve is repeatedly reversed in direction by each strokeof thepistons and forced back and forth through the valve 47 and screens 51.1f, however, the valve 47 is partially closed the resultant'pressure inthe cylinder compartments 2O and 21 forces a part of the gas through thegas ducts 46 and ports 52 (Figs. 1 and 6) into annular heating anddistributing channels `53 arranged aroundV the motor cylinders 9 and 10,above the eX- haust chamber 90. The amount of gas passing into thischannel is dependent on and varies with the opening and closing of thevalve 47. Referring to Figs. 5, 6 and 7, it will be seen that the airducts 35 connect with ports 54 leading upward to annular airdistributing channels 55 in the motor cylinder heads 15. A series ofradial ducts 56 lead inwardly from. the channel 55- to openings 57communicating with an annular valve chamber, Vand a series of smalleropenings 59 lead from the gas distributing channels 53 to the said valvechamber. A

ring valve 60, having upper and lower seats, is arranged 1n theconjunction between themotor cylinders and heads 15, a recess in theheads 15 preferably forming the valve chamber. The upper wall of therecess forms the upper seatl for the valve 60 and the upper wall of thechannel 53 forms the lower valve seat. The upper openings 57 admit airthrough the valve ports 61 to the valve chambers 62 and the 'loweropenings 59 admit gas to the valve chambers 63, through the valve ports64.

` A series of ports 65 in the cylinder wall i are adapted either toregister with the radial or tangent valve ports 66 leading from the airvalve chambers 62, or be intermittently closed by the valve bridges 67and a series f ports 68 in the cylinder wall will register with amultiple of radial or tangent valve orts 69 leading from the gas valvechamber 3 or be closed by the valve bridges 70, when he valve 60 isoperated.V Y y The valves 60 maybe operated with an scillating movement,as shown in Figs. 1, 4, and 7. Referring to Figs. 1, 3 and 4, arntatable shaft 71 is arranged in bearings 72 upon the crank case 2 andis driven from a gear 73 meshing with the gear 37 upon the crank shaft6. An upright shaft 74 is journaled in bearings 75, midway between thecylinders 9 and 10 and carries at its lower end a bevel Aear 76, that isin mesh with a bevel gear 77 and arranged upon the shaft 7l. The shaft74 is driven at the same rate of speed as the crank shaft 6. It is atits upper end provided with a crank pin 78, which engages a slotted yoke79 by means of a bearing block 80. Rigid horizontal connecting rods 81project in opposite directions from the yyoke 79 and are pivoted to thevalves by pins 82. As the sha-ft 74 is rotated the valves 60 areoscillated around the cylinders 9 and 10 and are timed to besubstantially in the middle of their stroke when the pistons 11 and 12are at the end of their stroke.

The valve controlling mechanism shown in Fig. 4 is best adapted tomotors with medium load fluctuation. As shown, an automatic governor 84is arranged upon the shaft 74 and controls the speed of the motor bypartially rotating or oscillating the throttling valve 47. Thecontrolling lever 85, acted upon by the governor is linked to the rockerarm 86, that carries a segmental bevel gear 87 meshing with the bevelgear 88 upon the valve stem 89. When the speed increases the lever 85will be lowered and the valve 47 rotated to open the valve ports 50,which admits more gas through the valve 47 from Vthe pressure to thesuction pump compartment and consequently lowers the pressure on thepressure side, resulting in a smaller amount of fuel gas being forcedinto the motor cylinder.

Then the speed decreases the governor operates to close the valveopenings, resulting in an increased pressure in the respective gascompartments and an instantly increased charge of the gas alreadypresent at the injection nozzles to the motor cylinders. The capacity orvolume displacement of the charging and fuel oxygenating pumps isnearlyv double that of'one of the motor cylinders, the gas volume of thecompartments 20 and 21 being somewhat smaller than that of the aircompartments 20 and 21. As the lair compartments kof the pump supplytheir full capacity of air to the motor cylinders at each stro-ke, it isevident that only a small part of the oxygenated fuel pumped by the gassides of the pump is needed in the motor cylinders. The excess of fuelgas contained in the pumps will therefore be repeatedly forced back andforth through the valve 47 and its screens and only as much as issupplied to the motor cylinders willvbe drawn in from the carbureter 40,The direct commimication from the gasl c,olnpartmenti of .the

pump to the vaporizer is shown, timed to open at the last fraction ofthe pump stroke. As a result a vacuum is induced in the pump cylinder atevery stroke of the pistons, the degree of which depends on the amountof gas admitted from the pressure to the vacuum side of the gaspump.

The subsequent. compression actively assists in bringing the differentmolecules still closer together and the rapid repetition of these vacuumand compression pulsations combined with the heat from the combustionnaturally present in the internal passages of the motor positivelyassures every single fuel molecule being brought within active reach ofa certain number of air molecules. As the number of air moleculespresent in the gas at this stage is notsuflicient for perfectcombustion, the gas is further rareiied Vby heat directly before itsfinal blending with the air that has already been forced into the motorcylinder through the valve 47 from the opposite end of the pump duringthe exhaust period.

As the exhaust ports 91 are closing by the advancing motor piston, thevalve ports are opened and they heated and 'rareied gas forciblyinjected by the pump 'and distributed through the seriesof injectionnozzles chamlber. The heated'and rarefied state of ,the injected gasescauses their complete fu- 'opening to every part of the combustionsequent compression is a` perfectly homoi geneous and highly combustiblehydro-carbon gas. It has been found that the expansion or separation byheat of the hydro-carbon molecules not mixed, or imperfectly mixed withair, above a certain fixed temperature, is attended with internalmolecular changes, producing decomposition, popularly known as cracking,which separates the carbon from the hydrogen. When this takes placeperfect combustion is impossible and for this reason the mere device ofheat- Aing the carbureter or air passages in a variyable speed andvariable load motor is ineffective and impractical, partly because theexact degree of heat cannot be maintained j and also because ofimperfect blending of air and fuel molecules.

These conditions result in loss of power and carbon deposits incylinder, but with the means for complete molecular blending of air andhydro-carbon, as heretofore described, the expansion of the resultinggas byheat of varying degree has no deleterious effect, but increasesits adaptation to more complete combustion. v

In Figs. 9 to 1,5 ay pressure and governing vacuum valve gear is shown,especially adapted forv motors where' greater iie'xibility ofspeedfandload required; The {con-trok ling or governing kvalve 47 ishere supplemented byy an oscillating cut-off valve 100, arranged betweenthe valve 47 andA the valve housing 48. The valve 100 is driven from aneccentric or crank pin 101 upon the shaft 74 by means of a connectingrod 102, valve arm 103 and pin 104, and it is timed to cute-E the gaspassage 50y through the valve-47 from one pump vcompartment to the otherat the periods of the pump stroke, governed by the-vertical position ofthe valve 47. This position may be Varied by either an automaticgovernor or hand control mechanism, (not shown) which may be attached tothe control lever 105, which is pivoted at 106 to a. standard 107, andhas a forked slotted inner end which engages the valve lug 108 by meansof a pin 109. The valveports 50 in the governing valve 47 and the ports110 in Ythe oscillating valve 100 are shaped in the form of trapezium,the angular sides of which open and close the ports to establish or shutoff communication between the two gas compartments of -the pump atvariable periods, these periods being controlled by the verticalposition of the governing valve 47. e

To simplify construction, the piston-controlled passages from the pumpto the vaporizer 40, the gas intake ports 30, 38, and 43. and themanifold 41 are dispensed with and the vaporizer put in directcommunication by means of an intake opening 113 in the valve housing 48.Valve ports 114 in the oscillating valve 100 and a port 115 in thegoverning valve 47', of the same general form as the valve ports 50. and110, control the admission of vapor from the vaporizer to the pump invariable'quantities. To reduce the rate -of compression in the motorcylinders at very light loads or slow speed, communication is alsoestablished between both the air pumping ends of the pump by means ofport holes 116, (see Figs. 10 and 11) in the housing 48 and the .valveports 117, and 118 arranged in the valves 47 and 100 respectively.

The valve air ports 117 and 118 are of the same general form as thevapor and gas ports and are controlled in like manner by the verticalposition of the governing valve 47. After the exhaust ports are closedby Y the piston in the motor cylinder, the air is permitted for avariable period of time to return through thel ring valve 60 to theactying pressure air pump compartment and through the valve ports 117and 118, port hole 11G and air ducts 35 to the suction end of the pump.In operation with this valve gear, when the vapor valve ports 114 and115 open at the latter part of the pump stroke, and a partial vacuum hasbeen induced in the suction gas compartment, air, rushing through therestricted passage of the pulverizing screens 51 and valve ports intothe vacuum pump chamber.

When the pump piston returns, as much of the vapor is again forcedthrough the screens and into the vacuum in the opposite gas pump as thevertical position of the governing valve will admit. The remainder iscompressed Vand a part of it inj ected into the motor cylinder. The air,vapor and gas admission ports `in the governing valves 47 and 100 areadjusted and timed so that the port openings are operating in the properrelation and degree to each other for the governing or control of `themotor. Several modifications of constructions, valve timing andoperation will readily suggest themselves in connection with thisconstruction. One such important modification for the reduction ofcompression in the motor cylinder would be to dispense with the airrelief-openings in the valves 47 and 100, modify the timing ofthe motorcylinder admission valve 60 slightly and adjust the ports inthegoverning valves 47 and 100 to induce a vacuum in the gas pumpcompartments at the beginning instead of at the end of the pump stroke.`

of the charge inthe motor cylinder and the induced vacuum in the pumpcylinder.

With this control the full' charge of oxygenated gas would first beinjected into theV motor cylinder and combined with air, and a variablequantity of this gas would Vbe again discharged from'the cylinder,returned to the vacuum compartment in the pump, and subsequentlyinjected into lthe other motor cylinder.' Y Y L For highly volatilefuels, any ordinary vaporizer, as indicated in Figs. 2 and 3, may besufficient, but for the heaviergrades of fuel oil and crude oil thevariable, automaticallycontrolled spraying vaporizer shown in Figs. 9,12, 13, 14, and 16 is needed for the initial breaking up and feeding ofthe fuel. This vaporizer consists of double acting pump pistons 120,'operatingin pump barrels or cylinders 121 vand connected y means of ayoke 122. This yoke slides between guides 123 and is preferably driven fcylinders 121 are separated by a partition 126 and are connected to afuel supply chamber 127 by ports 128, that automatically open to thepump cylinder at the outward end of each stroke. Oil duct-s 130 leadfrom the inner ends of the cylinders upward to the spraying nozzles 119.These nozzles are arranged upon opposite sides of the air inductionpassage or duct 132 and are formed as narrow slots through which thefuel is sprayed between slotted plates 133, in a thin stream of liquidfuel across the air duct 132. The air rushes through the slots 1341 ofthe plates 133 and picks up the oil in its path, while oil passingbetween the open slots is forced across and is taken up by the otherpump plunger.

ln operation, the strokes of the pistons are timed to occursimultaneously with the 1nduction of the vacuum in the oxygenating pumpcylinders. It is evident that with this vaporizer the amount of fuelspray absorbed by the air currents in their passage through the liquidfuel stream is dependent on the relative force of the cross streams ofair and fuels. As the force of both streams increases in direct ratiowith the speed of the motor, it follows that the relative amount of fuelcarried olf by the air currents is practically unaffected by variablespeed, but can be determined for all speeds and loads by the bore orstroke of the' pump and need not be further adjusted. As the force ofthe air current is diminished at slower speed, so also is the force ofthe cross going oil stream, and the same proportion of fuel and air ismaintained. Under a heavier load, with the same speed, the increasedforce of the air current absorbs more oil between the slotted plates andless is carried across between the slots.

' The danger of partly or wholly clogging the very restricted fuelpassages of the ordinary vaporizer or carbureter is entirely removedwith this system, as all passages are of ample size and no valves orsprings are used. While I have shown the oil pump closely connected tothe vaporizer and controlling valve, it will be understood that the pumpcould be placed lower on a level with the main fuel tank and the oilducts extended upwardly to the vaporizer nozzles, thus dispensing withthe usual oil pump. It is also evident that a simple or multiple actingpump might be substituted and various other modifications made withoutdeparting from the principle of this invention7 and I do not, therefore,strictly limit myself to the exact construction shown.

l claim as my invention:

1. The combination with an internal combustion motor having twoexplosion cylinders and pistons operative therein, of means forsupplying explosivefmixture to said cylinders, comprising a. casingformed with two chambers and sets of passageways connected therewith, adouble-acting piston in each of said chambers dividing the same into twopumping compartments operative respectively upon pure air and gasmixture', means for admitting air separately into the passagewaysleading to the respective compartments, a vaporizer associated with theairinlet passageways leading tothe gas compartments, and valve mechanismcoperating with said pumping pistons whereby the' same operate to forcepure air from onecliamb'er and also' explosive mixture fromy the otherchamber into each of the motor cylinders.

2. The combination with an internal combustion motor having' twoexplosion cylinders and pistons operative therein, of means forsupplying explosive mixture to ,saidk cylinders, comprising a casingformed with two chambers and sets of passageways connected therewith, adoubleacting piston in each of said chambers dividing the same into twopumping compartments operative respec tively upon pure air and gasmixture, means for admitting air separately into the passageways leadingto the respective compartments, a vaporizer associated with the airinletpassageways leading to the gas compartments, valve mechanism lcooperating with said pumping pistons whereby thesame operates to forcepure air from one chamber and also explosive mixture from the otherchamber into each of the motor cylinders, and a governing valve forregulating theY amount of explosive mixture so forced into the explosionchamber. y

3. The combination with an internal combustion motor having twoexplosion cylinders and pistons operativel therein, of means forsupplying explosive mixture to said cylinders, comprising a casingformed with two chambers and sets of passageways connected therewith, adouble-acting piston in each of said chambers dividing the same' intotwo pumping compartments operative respectively upon pure air and gasmixture, means for admitting air separately into the pas# sagewaysleading to the respective compartments, a vaporizer associated with theairinlet passageways leading to the gasZ com`- partments, and valvemechanism cope'rating` with said pumping pistons whereby the sameoperate to force pure air from one chamber and also explosive mixturefrom the other chamber into the motor cylinder, said valve mechanismbeing operative to permit explosive mixture to be forced into each ofthe motor cylinders only during the compression stroke of the motorpiston.

4. The combinationwith an internal combustion motor having two explosioncylinders and pistons operative therein, of means for supplyingexplosive mixture to said cylinders, comprising a casing formed with twoY gas mixture passageways, and valve mechanism cooperating with saidpumping pistons whereby the same operate to force pure air from onechamber and also explosive mixture from the other chamber into each ofthe motor cylinders.

5. The combination with an internal combustion motor having a motorcylinder and a piston operative therein, of means for supplying mixtureto said cylinder comprising a casing formed with a pair of cylinders, adouble-acting piston in each of said lastmentioned cylinders dividingeach thereof into gas and air compartments respectively, sets ofpassageways leading from the airinlet openings through the respectivecompartments and to the motor cylinder, a vaporizer associated with theair-inlet opening and passageways leading to the gas compartments, andvalve mechanismA coperat- .ing with said pumping pistons so that duringa single stroke of the motor piston air is first forced Jfrom one of thepumping cylinders to the motor cylinder and thereafter eX- plosivemixture is vforced from the other pumping piston to the same motorcylinder.

6. In an internal combustion motor the combination with two motorcylinders having inwardly-disposed exhaust ports and outwardly-disposedair and gas inlet ports, all of said ports being adapted to be uncoveredand closed by the motor pistons, of two pumping cylinders each having adoubleacting piston working therein and dividing each pumping cylinderinto pumping compartments operative respectively upon pure air and gasmixture, independent air and gas-conducting passages leading from eachpumping cylinder to each motor cylinder, a valve for each motor cylinderclosing the gas-inlet ports during the expansion strokes of the motorpistons and opening the said ports during the compression strokes ofsaid pistons, elements coacting with the said air and gas passages forthe induction ata single stroke of the pistons of air from one of the ipumping cylinders and thereafter gas from the other pumping cylinderinto one lof the motor cylinders, alternating the said induction fromone motor cylinder to the other during` each succeeding stroke of thepump- 7 The combination with an internal combustion motor having twoexplosive cylinders, pistons operative therein, of means for supplyingexplosive mixture to said cylinders, comprising a casing formed with apair of chambers and sets oiE passageways, a pumping piston havingportions operative in each of said chambers for compressing air on oneside of each pumping piston and uel on the other side thereof, means foradmitting air separately into the passageways leading to the respectivechambers, a vaporizer associated with the air inlet passageway leadingto the gas supplying chambers, and valved mechanism cooperating withsaid pumping pistons whereby the same operate to force pure airY intoone motor cylinder from one chamber and explosive mixture into the,other motor cylinder from the other f chamber. Y Y

8. In an internal combustion motor, the coin- -bination with Vtwo motorcylinders ,having inwardly disposed exhaust ports adapted tobe uncoveredand closed by the motor pistons during ythe. inner portion of theirstrokes, of outwardly disposedl air and gas inlet ports adapted to becovered by the motor pistons during the outer portion of their strokes,an induction valve for each motor cylinder adapted to hold the saidinlet ports closed during the expansion strokes of thek motor pistonsand opening the saidY ports during the compression strokes of the saidpistons, two pumping cylinders having double-acting pistons workingtherein which form a separate air and gas pumping compartment in eachpumping cylinder, means for supplying air and gas independently to thesaid compartments, a passage leading from-each air pumping compartmentto the air inlet ports of each motor cylinder and a passage leading fromeach gas pumping compartment to the gas inlet ports of each motorcylinder, so that the coperation of saidelements results in theinduction at a single stroke of the pumpingpistons, of air fromone ofthe pumping cylinders while the exhaust ports are open and thereaftergas from the other pumping cylinder after the c exhaust ports are closedinto one motor cylinder and then the other at each succeeding stroke ofthe pumping pistons.

9. The combination with an internal coinbustion motor having twoexplosive cylinders and pistons operative therein, of means for`supplying air and explosive mixture Vto said cylinders comprising acasing formed with two chambers and sets oiipassageways connectedthereto, a pumping piston in each of said cylinders dividing the sameinto air and gas pumping compartments respectively, means or admittingair separately into the passageways leading to said air compartments andgas compartments, a vaporizer associated with the air inlet passage-Ways leading to the gas compartments, other passageways formed in saidcasing leading from the said compartments to the motor Cylinders andconnecting said gas oonipartments with each other, a regulating Valve insaid connecting passageway, and valved mechanism cooperating with saidpumping piston whereby the saine operate to force pure air from onechamber and also eXplo- 10 sive mixture from the other chamber into eachof the motor cylinders.

In Witness whereof, I have hereunto set my hand this 5 day of March,1914.

' JAMES JESSEN. Witnesses:

GENEvmVE E. SORENSEN, EDWARD A. PAUL.

Copies of this patent may be obtained for ve cents each, by addressingthe Commissioner o! Patenti. Wuhington, D. C."

